Brake



` March 1,1927.

V. LBNK BRAKE original Filed Sem. se. 1923 2 sheets-sheen BY i Www/w v. LINK BRAKE mmh 1,1927.. www

original Filed sept. es. 192s 2 sheets-sheet 2 N bn N m N y 4 N P l o NGI. Il Iwo I f Pl i V BESTAV 'h was.; M... 1, 1627. AMBLCCGPY- 1,619,579

UNITED STATES vTncEN'r LINK, or DETROIT, MICHIGAN,

TION, F SOUTH BEND, INDIANA,

ASSIGNR TO THE STUDEBAXEB CORPORIA- -I CORPORATION OF NEW JERSEY.

Bam.

Original application led September 28, 1223, Serial No. 665,442. Divided and this application Vleclv April- This application is a d ivision of my application for improvements inbrakes, filedA ends ofthe tianges.

Another object is to provide a vpressed metal brakeA shoe having a two part radial rib, the parts being spread at one end o'f said shoe to provide a recess, .and a thrustmeml ber extending into the recess and `hving shoulders enga 'ng the end of the shoe.

A furthero ject is to provide a brake- ',`shoe provided with a recessed end, and 'a cam contact facemember abuttingagainst said end and provided with a shank received in said recess.

The above being among vthe objects of the present invention, the same consists of certain features of construction and ,combination of parts to be hereinafter described with reference to the accompanying drawings, and then claimed; having the above and other objects in view.

:In theaccompanying drawings, in which like numerals ref-er'tolike parts throughout the several different views, Y

Figure l is a vertical sectional view taken transversely through the center of a motor -veliicle front Wheel brake mechanism incorporatirig a suitable embodiment of the present'invention, together with parts ancillary thereto.

Figure 2 is 'a sectional view taken in the plane of the lines 2-2 of Figures 1 and 3, showing only the brake drum, brake drum cover, cam and the brake' shoes; the parts being shown turnedA about the. axis ot' the brake drum a slight amount from the position shown in Figure 1.

line 3 3 of Figure Referring to the'numbered parts of the drawings, in which like numeralsrefer to 22, 192e. 'serial m. 106,675.

yoke at either end in which the wheels are supported, `and as the parts are of similar construction I have shown and will describe nnly the` left wheel. A steering knuckle 6 is supported in the yoke by a conventional construction consisting of the pin 7 supported in the bearing 8 at the upper end of the steering knuckle 6 and .by thefreduced lower end 9 of the knuckle bearing in the bushing 10 which is suitably supported in I the lowerarmof the yoke. A wheelspindle -111 .whichehas a tapered inner end fits into thefknucldre 6 and is held therein against niovement'by the nut 12. ,The outer end of the 'spindle 11is provided'with bearings 13. v

and which support the hub 15 of the wheel 16. Although I have shown a disc whejoilin ,the drawings it is to be understood .that 'inventionmay equally wel] be 'adapte to any of the several types of wheels adapted for. motor -vehicles and I do not limit' myself to any particular type.'l A con- Aventional type of brake drum 17 is secured f to the wheel 16 by the bolts 18 and nuts 19 which also serve to secure thewheellt to.

the hub 15.

The steering knuckle. .6'. isi-provided with'.4

extending arms or -win'gs20-and 21 which are adapted for supporting the two brake shoes 22 and-the cam for separating the same, the brake shoes being pivotall'y suported on the pins 23 secured to the wing 20.

lat faced brackets 24 are secured to the free ends of the brake shoes 22 and are held in engagement against the cam 25 'by the coil spring 46- whose outer ends are connected to the respetivebrakc shoes (see Figure 2). As shown in Figure 3, the flanged portions of th'e shoes 22 are offset adjacent their free -ends to provide recesses to receivethe projecting flange on the flat-faced brackets 24. Each bracket 24 as a flan e portion 24: having holes-th .rein inatcing with drilled or unchedho'ies in the brake shoe 22 adaptedp to receive# the rivets 22. The flat face of the bracket 24 extends at substantially right angles to the flange portion 24 on e1ther side thereof and is adapted to engage the ends of the shoe 22 as shown in Figure 3 is a sectional View taken on the Fig. 2, to provide thrust shoulders enga ing the same. A cam 25 is formed on a s ort shaft 26 which is supported in a bearing in the wing 21 of 'the steerin knuckle 6, and

similar parts, 5 is an axle formed with a the brake shoes 22 are provided with'a friction' facing 2'( so positioned that the facing 27 is normally out of contact with the drum 17.E lVhen'the operator. desires to appl "braking force to 'the brake. drum, the sha t 26 and therefore the cam 25 is rotated which 4 causes the brake shoe bracket 24 to separate,

thereby forcing the friction facing 27 of l V the brake'shoe 22 into contact with the brake drum 17. A 'du'st cover 28 is secured to the 31 which has a lever 53 formed i. integral therewith at 'one end, and another lever 33 secured atv other end. l The lever 33 has Y a ball 34.- formed on its free e'nd and -is so formed and positioned that the ball 34;'.falls substantiallyin'the pivot line ofthe steering knuckle- 6, which is the line running through the axis of the pin- 7 and end 9. This posi- .tion is such 'that the ball 34: is substantially in. the same relative position in regard to -the 'steering knuckle 6,' and the axle 5, 're gardless of the angular position of the steer,- ing knuckle 6 in respect to the'axle 5. As

the lever 33 is moved about' the axis of the shaft 31, and the position ofthe ball 3ft is slightly changed in respect tothe pivotal axis of the steeiing'knuckle4 6 'cl-ue to the arc througlrwhich it is constrained to travel, it therefore is not absolutely -in line with the said pivotal-.axis at all times. This small movement causes a' change in. its position relative to the steering knuckle when the angular positionof the latter is changed, but inasmuch as the lever 33 has a limited amount of movement about the center line of the shaft. 31 and is adjusted and designed to keep the ball 3l substantially in line with the pivotal axis of' the Asteering knuckle 6, to all practical purposes-the relative position of the ball 34:' with respect'. to the steering knuckle 6 and axle 5 remains the same re-- gai'dless of angular position of the steering whcelsl in relation to the body of the vehicle. y

A lever (not shown) secui'cd to the end of the shaft 26 opposite the cam 25 terminales in a ball (not shown) and a drag-link 3T provided with socket ends conncctsthe ball 34 with the same so that movement'of one causes an 'equal movement of the other. It is now apparent that movement of the lever 53 causes the shaft 31 to turn which movi-s the leverV 33, drag-link 37 and the lori-r described which is secured to the shaft :,"Z, and turns the shaft 26 and cam 25 to exessi avaziasis coPY pand the brake shoes 22 against the brake drum 17, thus exerting al braking ell'ect on the jhcel 16. inasmuch as the ball IM reinains substantiallyin the line of pivot of the steering knuckle as has been explained, the angular position ol' the wheel 16 with respect to the body of the vehicle in no way all`ects the relative position of the brake mechanism o r the operation of applying the brakes.

A rod 51 is pivotally connected to the free end of the lever 53 and extends reaiuviardly to a lever (not shown in the drawings but shown and lette-red'as 49 in my co-lwndingr 'application tiled June S, 19:23, Serial No. 644,078) which is suitably supported en the frame'tshown and lettered as 5 in my copending application) of` the vehicle at a point `in .the neighborhood of the front spring rear hanger (shown in my co-pcnd-- ing application) which is substantially at the pivotal center of the are through which the front axle travels due to the movement.

of the spring between the axle and vehicle` frame. The rod 5l is thus pivotcd on the frame .at such a point that the spring move- Vment between the axle and frame docs n'ot causc'any substantial movement of the free end of the lever 53 relative to the axle and therefore docs not cause. any inovcineiit ofthe braking mechanism on the-axle 5 and 4steering knuckle G. .i

v An arm 38 is secured to the wing 20 by the nut 47- (Figure 3) and aball member 39 is secured to its outer end by the nut .40. A reach-rod 64:A terminating-in a socket for receiving the ball of the ineniber- 39 connects the same to a suitable steering gear (not shown) for controlling the direction of movement of the vehicle.

The lower end of the wing 2l is extended and terminates in an eye 42 which receives a ball nieinbci (not shown). A reach rod (not shown) connects this ball member with a similar one on the opposite steering wheel in Order 'that both steering Wheels will function together in proper manner.

This construction is particularly desirable in that it does not require intricate multiple parts for the cam construction as is necessary when the cam operating shaft is supported on the axle, the cam and shaft in thc present construction being of the convenieri tional design usually associated with the ordinary type of internal expanding brake used on the rear wheels. -lVhere a multiple part cani is used and the cam operating shaft is supported on the axle, there necessarily is a sliding movement between cani and brake shoe ends when the wheel is turned `in the operation of steering, and careful .'ittention'must. be paid to the lubrication of the cani, because if some of its parts should' become dry and work hard or become stuck serious cti'ccts might result in applying the brakes, especially in turning corners.

The presentv construction is also particularly desirable in that there ispracticall no movement of the. parts when not in operation, 4.which has heretofore been present due to'the spring movement of the vehicle, the only movement in thepresent case being a slight turning of the rod connecting the free end of the lever 32. and the lever on the 'frame mentioned above inl the reference to my co-pending application. Inasmucl1 as the rod 51 is comparatively long in relation to the spring movement, i'ts angular move ment is so small that it is almost negligible,

and the wear due to this movement is t crefore also negligible. For this reason this construction is much more` desirable to use than those constructions in which the cam and cam operatin shaft is supported on'the rsteering knuc le and a universal and slip joint connect'the operating shaft to a lever on the vehicle frame above the axle, wlfcl'x construction necessarily has a continums movement of the slip joint due to the spring movement of the vehicle, and consequently is -subjected to considerable wear.

Formal changes may be made in the specie embodiment of .the invention described Without departing from the spirit or substance of the broad invention, the scope of which is commensurate with the appended claims.

What I claim is: 1. A. brake shoe having spaced' parallel j A., this 15b 'flan es at its end, and a separate part exten ing between .the flanges and having oppositel extending thrust shoulders engaging t e ends 'of the flanges.

-2. A pressed metal 'shoe having a `recess at one end and a thrust member extending into the recess and having thrust shoulders engaging the end ofthe shoe.

3. A`mo'vable braking member for'vehicle wheels comprising a .member having spaced parallel flanges a't its end, and a cam contact member having a projection extending between said flanges and secured thereto, the inner face of said cam contact member engaging the ends of said flanges.

4. A' pressed metal brake shoe-havin a `recess at one en'd and a`cam contact mem erv having a projection extendinginto and securedin said recess, the inner face of said cam contact member engaging the end of said shoe. 4

^ .5. A brake shoe comprising two sections,

directly tothe ends of the webs.

6. A brake shoe comprising two separate sections secured together, and a Wear plate havinga fiat face' directly 'engaging the ends of both sections to transmit thrust thereto. y

Signed b me at Detroit, Michigan, U. S.

day of April, 1926. 'VINCENT LINK. 

